Overgear transmission



Jam-13,1931. R. BERINGER I 1*,788Q367 OVER GEAR TRANSMISSION Filed Oct. 27, 1926 2 Sheets-Sheet l Jan. 13, 1931. R. BERINGER OVER GEAR TRANSMISSION Filed Oct. 27, 1926 2 Sheets-$heet 2 UNITED STATES PATENT Patented Jan. 13, 1931 I ROSCOE BERINGEB, F DETROIT, MICHIGAN OVERGEAR TRANSMISSION Application filed October 27, 1926. Serial No. 144,472.

OFFICE This invention relates to transmission gearingand has been develo ed as an improved transmissionv device or motor vehicles. v

It is well-known that in motor vehicles the engine is capable of driving the vehicle on level roads with less gearing reduction than is provided between the propeller shaft and the rear axle. However, it has not been considered desirable to employ a ring gear and pinion having a higher ratio, lest in the case of moderately hilly roads and city driving it should become necessary to use the intermediate gearing,'which, in the case of the usual spur gear train is noisy and, therefore, objectionable. It has been proposed to overcome this difficulty by arranging an additional gear train within the gear box capable of speeding the transmission shaft above the 0 clutch shaft. The use of this over-gear will permit the car to be driven at a higher rate of speed or, andwhat is perhaps a better statement of its use, to permit a lower engine speed for a given rate of travel, thus economto operate more efficiently. This over-gear is to be used under those circumstances where the engine is capable of driving the car with less reduction than is afforded by the ring gear and pinion.

This invention involves such a system of gearing-and aims to provide an over-gear wherein the gear shifting is readily made and wherein the over-drive is comparatively noiseless. As a further object the invention aims to so arrange the gearing that itshall I be compact, shall not involve material length cning of the transmission casing, and wherein the over-gear mechanism is adequately supported. i

The inventive idea may be embodied in severalforms as shown on the accompanying drawing.- In this drawing: 7

Figure 1 is a longitudinal section through a transmission housing showing one embodiment of the invention.

Figure 2 is a plan view oftheshifting rods.-

Figure 3 is a diagram to show the move- 5 ments' of the shift lever.

Figure 4 is a section on line 44 of Fig-,

Figure 5 is a section on line 55 of Fig- Figure 6 is a longitudinal section through a part of the gearing of a modified form.

Figures 7 and 8 illustrate a third form, Figmi; 7 being in longitudinal section and Figure ing a transverse section on line 8-8 of eferring first to Figures 1 to 5, inclusive,

numeral 11 represents the transmission housing. From the vehicle clutc shaft 13 enters the ho through a closure plate means 17, the said closure with the wall 19 to retain Shaft 23 isthe transmission shaft to be driven at the same or diiferentrat h (not shown) a using 11 and passes 15 held by fastening plate cooperating a shaft bearing es of speed from Transmission shaft 23 extends through the rear end wall 25 11 where one end is rotatab ball bearing 27, therein a flan e ings and held i housing 31 servi for the speedom izing in fuel and oil and enabling the engine shaft 23, roller bearin between the 3 and 23 casing in which is car- As in the usual arrangement of vehicles the is provided with countershafts for reduce speed and reverse drivdrawing shows countershaft 41' mountedin bearings 43, 45 and 47 at its ends Countershaft 41 has secured thereto a gear member having three integral spur gears 42, 44 and 46 to function' low and reverse drive, respectivel Gear 46 is to engage the idler ear, not s own, as usual for reverse drive. ountershaft 41 is equipped at its front end with a relative large gear 49 driven'from the clutch shaft 1 transmission housin and central portion.

as the intermediate whereby it is Shaft 13 entering the housing 11 is provided just within the bearing 21 with a rigid inner hub 51. Upon hub 51 1s keyed an outer hub 53. Hub 51 extends inwardly beyond hub 53, as shown. Hub 53 is formed with teeth 55 to engage gear 49, whereby the countershaft 41 is constantly driven. -Hub 51 is formed with a cup-shaped flange 57 having internal gear teeth 59.

Cast integrally with the housing 11 are two lugs 61, one on each side. Secured to these lugs is a bracket 63 arched over the countershaft 41. This bracket encircles the clutch shaft 13. The bracket 63 carries a sleeve 65 having an exterior surface eccentric to shaft 13. Around this sleeve 65 is mounted aring Q gear 67, two annular sets of roller bearings 69 serving as an anti-friction support. The ring gear 67 carries at one edge external teeth 71 meshing in one position (shown at the top) with the internal gear teeth 59 of the'flange 57. At its other edge ring gear 67 is of a larlgeJ diameter and carries interior teeth 73.

' tatable about shaft 13 is a hub 7 5'. It

has a flange 77 formed with external teeth engaging at one position (as shown at 79 of Figure 1) with the internal teeth 73 of the ring gear 67. Roller bearin s 81 may be used around the hub 75 and wit-51in the eccentric sleeve 65. The inner end of'hub 75 carries external driving clutch teeth 83. It will be 1 understood from the above description that hub 75 (812th clutch teeth 83) is rotating at a speed a V0 that of the drivin shaft 13 and is positioned concentrically therewith, the over-speed being had by means of the eccentric internal gearing, which is, of. course, a comparatively silent drive.

- Keyed to the shaft 13 is a clutch member 85 having teeth 87 which, if engaged by a driven member, will obviously constitute a direct drive. Engagement of means carried by driven shaft 23 with hub 75 or gcar85 will thus serve to secure the over-speed or the direct drive as the case may be. Engagement of means carried by driven shaft 23 with gears 42, 44 or 46 will give the intermediate, low or reverse drives.

Slidably mounted for horizontal reci procation in theupper portion of the housing 11 are three rods 91, 93 and 95, carrying shifter forks 97, 99 and 101, res ectivelv. The outer rod 91 carrying the shi ter fork 97-. engages a collar on gear 105 which is thus slidable by movement of rod 91 into engagement with the idler ear, not shown for reversed drive throu h the connection of the idler with gear 109 slides along the spider. Within the s idcr and in sliding relatlon as at 111 is a c utch 113. This clutch has teeth 115 movable into engagement with teeth 83. It also has teeth 117 for engagement with teeth 87. The collar 109 is secured to clutch 113 by a pin passing through the slot 107. It will be seen that a movement of rod 95, such as to slide clutch 113 in a direction to engage teeth 115 and 83,

gives a speed to the driven shaft which is be running slower, with the attendant advantages in gas and oil'consum tion.

With th s construction the s 0t in the middle fork through which the end of the gear shift lever passes is preferably formed with a bend 120 so as to make it easier to move in the direction of direct drive than in the direction of over-speed drive. This is shown in Figure 2. As a result it is necessary to exert a certain greater amount of lateral pressure upon the over-speed fork in'moving the shift lever laterally to 0 into over-speed than is required in going from second to diroot. The fact that this additional pressure is required makes it less likely that the driver will shift from second over-speed inadvert- A lock device is shown at 119 but it isnot bein described in detail, as it is not a part of this invention. It might also be added that any suitable interlock between the shift rods may be. used, no interlock being shown as the interlock is no part of this invention.

In Figure 6 is shown another form of the invention, this being a form having a progressive shift. As before, teeth 55 on shaft 13 drive the countershaftthrough gear 49. Flange 57, by means of its teeth 59, drives ,the ring gear mounted ecce'ntrically as before, and the ring gear 67 drives the'hub by means of the engaging teeth 7 3. The hub 75 has clutch teeth. 83 as before. One difference to be noted is that in this form a single roller bearin 121 is employed in place of the twoseries 0 bearings 69 in the form .pzeviously described. Also single roller moved by a fork 127 engaging a collar 129 transmission shaft 23' is driven in high. A- slight further movement toward the ri ht gives a second neutral position in which teeth 133 are between teeth 87 and 83. A

- further movement to the right engages teeth 133 and 83 whereupon the transmission shaft is driven in overspeed. The transmission details for reverse, low and second are in other respects the same as those already described in cpnnection with the form shown in Figure In Figures 7 and 8 there is shown another form in which the invention may be embodied. in this form the shaft 13 from the clutch drives the countershaft by gearing and 49, as before. Two eccentric rings are mounted in the gear housing and are surrounded by plural bearin s 69, as in the form shown by Figure 1. ring gear 67 surrounds the bearings 69. The rin gear has external teeth 141 and internal test 143. The teeth are intermediately positioned with reference to the bearings 69. The hub rotatable around shaft 13, has central teeth 145 engaging teeth 143, there being also double bearings between the eccentric and the hub 7 5 as shown at 147. The double eccentric ring is'shown as carried in this case, by

a gear housing bracket differing slightly from the bracket 63 of the previous forms. It is double the form of two/diverging parts 149' and 151 housing the over-speed internal gear ing. The hub 75' has the external drive clutch teeth 83. as befpre, and there is the clutch member 85 keyed to the shaft 13 with teeth 87 spaced from teeth 83-as in Figure 6.;

Driven shaft 23" is enlarged and splined at 153 as in Figure *8. It is formed with a spider 155 having at its forward end internal teeth alongwhich slides a clutch member 161 having internal teeth'16'3 to engage teeth 83 of the over-speed drive. The gear 161 may be connected to a collar l by the shifter fork the overis outside of the spider is ten 1Z1 anr cenvem he the gear 169 a plurality of segnien (three being preferred} passing through a slmilar number at slotted openings the by a pin as shown in Figure 6, whereby, when the e ngaged or disengaged.

web of the s ider as'shown at 173 in Figure 7,thedotte lines in Figure 8 showing the V outline of the slottedopenings. The segments of gear 169 have teeth 175 for engagement with teeth 87 to secure a direct drive.

It may be explained that in this case one shift 'fork provides for the reverse and low ear drive, as usual, a second fork makes the s ift into second and into high, and that the third fork actuates the over-speed. This arrange ment provides a selective system and is exceedingly compact. It secures a very uniform load distribution by the use of the bear- .ings. The location of the second speed collar around the outside of the spider permits a reduction in the over all length of the gearlhe disclosure of this application may be considered as an improvement over that of my application Ser. No. 7 2,334, filed Nov. 30, 1925, for transmission with overspeed. Amon the advantages attained by the structure oi this improvement are the following:

The arrangements described secure a reduction in the overall lepgth. The internal gearing is substantially radially outside the bearin s, whereby a better support is provided or the internal gearing. The shafts are shortened, thus permitting a reduction in diameter and a lessening of vibration.

I claim: r

1. In transmission gearing of the class described, a shaft, stationary sleeve means surmeans between said hub and said stationary sleeve means, a second alined shaft, gear trains between said rin gear and said hub, and said first mentioned shaft, respectively, and a means to clutch said second shaft to said hub or to said first mentioned shaft.

2. The invention defined by claim 1, said gear trains being axially within the planes of the end walls of said staticnary sleeve means.

in testimony whereof I afix my signature.

RUSGUE BERTNGER. 

